Oie coupling



(No Model.) 3 sheets-sheet 1. H. MOYE.

UAR GOUPLING.

No. 447,712. Patented Mar. 3, `1891.

(No Model.) 3 sheetssheet 2.

` H. MOY.

GAR GOUPLING.

110,447,712. 1 Patented Mar. 3,1891.

1 Ilil vif? `i 'Im @m M www NTTE STATES Trione.

ATENT CAR-COUPLING.

SPECIFICATION forming part of Letters Patent No. 447,712, dated March 3, 1891.

I Application filed September 3, 1890. Serial No. 363,853. (No model.)

To all whom it may concern,.-

Be it known that I, HERMANN MOY, of Leipsic, in the Kingdom of Saxony and German Empire, have invented new and useful Improvements in Railway-Tagen Couplings, of which the following is a specification, reference being had therein to the accompanying drawings. y

This invention relates to a side coupling for railway-wagons, whereby it is possible to connect and disconnect wagons without stepping on the line on which they are running, and whereby the otherwise dangerous work of the shunter, who has hitherto generallyhad to move between the rails and the wagons, is avoided.

The characteristic feature of the invention is that by raising the lever-arms not only is a link laid over the coupling-hook of the wagon to be coupled,but also a safety-hook is lifted in such manner that the safety-hook of the wagon to be coupled grips behind the firstinentioned safety-hook. By lowering the lever-arms the link is disconnected and the safety-hook released. The lever-arms vare secured in their upper position by means of a special fixing apparatus.

The invention is illustrated on the aecompanying drawings, in whichv Figure l shows the end of a railway-wagon with disconnected couplings-z'. e., with lowered side levers. Fig. 2 is a front view of a coupled Wagon-t'. c., with raised side levers; Fig. 3, the coupling arrangement in plan corresponding to Fig. 2; Fig. 4, the same in elevation, corresponding to Fig. l; Fig. 5, the connection of the link to the off side of the crown-wheel. Fig. 5 is the rear side of the crown-wheel; Fig. 6, a view in perspective of two coupled wagons, the buffers being omitted. Figs. 7 to 10 show the fixing arrangement for the side levers A and A. Fig. 7 shows the end of a railway-wagon with the side levers, the coupling disconnected without the connecting-link, and the thereto-belonging cog-wheels. Fig. S shows the xing arrangement with lowered side levers-that is, the wagons disconnected. Fig. 9 shows the fixing arrangement by coupled wagons. Fig. 10 shows a plan of the traction-beam with the side levers and fixing apparatus.

At A and A two levers are indicated, each of which vhas a toothed segment b and b.

4These toothed segments engage small spurwheels c and c', Fig. 3, which are closely connected with spur-wheels ct and d and are arranged behind them on the same shaft. At the back end a of the levervA there is a slot c, in which the guiding-pin e at the back end of the leverA runs. The crown-wheels f and f gear with the spur-wheels d and d', and are in such manner hinged at their off side to the link B that the said link rests on a stud g2, eccentrically to the shaft o, and is compelled occasionally to lie and rest with its back off-bent end against vthe shaft o. The arms h and 71,', which are forked at their ends, are jointed at g and g to the levers A and A', and they are fixed at their other ends to the crank e', Fig. 4. The latter is movably connected with the forked bent arm K, which is fixed tothe wagon. The crank c' has a pin at t", which is guided in the slot m of the knee-shaped bent arm n. The arm n is in turn hinged to the double lever C, which is hinged to the shaft o of the crown-wheels f and f and ends in the safety-hook C', Fig. 4. The double lever hasthe shape of a fork from the point where the hook C stops, and the said hook has on its upper side a groove C, so that the corresponding safety-hook of the wagon to be coupled is securely guided.

The coupling works in the following Inanner: "When the wagon to be coupled is sufficiently near the one at rest, the shunter at the proper moment lifts the lever-arm A. The toothed segment is thereby also raised and turns the spur-wheel c and at the same time the spur-wheel d on the same shaft. This causes also the crown-wheel f to turn, and the link B, assist-ed by its own weight, then falls down and clasps the coupling-hook D of the following wagon, and so the wagons are oonnccted. By the raising of the lever A, however, tbe crank e' is simultaneously compelled by the arms h, which here take the place of guides, to travel over the same road. The

pin c" therefore pushes up the arm n, and this, as the hook C must co-operate in the movement mentioned, engages the said hook in the hook C of the wagon to be coupled. Thus a double connection is established by the link B and the safety-hook C. raising of the lever A the lever A is com- IOO pelled by the guiding-pin e to co-operate in the same movement. Only one workman is necessary to carry out the work ot' coupling, as this can be done not only from the left but also from the right side of the wagon.

Then the wagons are to be disconnected, the' man presses the lever A down again. A reverse turning of the spur-wheels c and d and of the crown-wheel then takes place. The lilik B is in this way raised and releases the hook D. The knee-lever oi, also set in ac tion by the crank 'il and the arms 7L and 7L', completes a movement downward and draws the hook-arm (l, with the safety-hook C', out 0f connection with the corresponding hookarm of the wagon to be disconnected. To secure the side leversin their upper position, the following arrangement is employed and illustrated in Figs. 7 to 10. On each side of the end of the wagon below the tractionbeam is fixed a strong iron plate p, on which slides easily a rod q, with knob q', in slide pieces p. The rod q is connected with a short turning joint r at the point q2. The joint r is iixed firmly on a cross-bar s. Between the two upper and lower slide-pieces 73' are guided catches t, with narrow grooves if. These catches move with their sloped ends across a slot A2 of the plate p, intended for the side levers A A', respectively, to move in. rl'he grooves t of the catches t are meant to guide pins q't of the rod q. If the knob q is pushed upward, Fig. 9, the pins qLi of the rod q move the catches t back, thereby leaving the slot A2 free for the levers A A', respectively, to play in. By coupling two wagons, Fig. S, the side levers A A', re-

spcctively, are moved upward and are held in this position by the catches lf, which slidc across the slots A2 underneath the side levers, acted upon by the rod q, which drops through the weight of its knob q', thereby causing the pins q" to move downward in the narrow grooves if', which are placed in aslant ing,` position, and therefore move the catches t horizontally across the slot A2, and thus prevent the lowering of the side levers A A', respectively. If the iixing arrangement is acted upon only on one side of the wagon, this action is transmitted to the other side by the turning joint r and cross-bar s.

That I claim, and desire to secure by Letters Patent of the United States, is-

l. In a coupling for railway-wagons, the combination ol:` one or more levers A A', the toothed segments I) b', spur-wheels c c d fl, and crownwheels ff', arranged to operate the link B, and the arms h 71,. crank 1', and knee-lever n to operate the safety-hook C, substantially as described.

2. In a coupling for railway-wagons, the combination of sliding catches t, provided with grooves t' and slide-pieces p', acted upon by the weight of a rod q, provided with a knob q and pins q" to prevent the side levers from descending and thereby disconnecting the railway-Wagons, substantially as described.

In witness whereof I have hereunto set my hand in presence of two witnesses.

HERMANN Movifl.

Witnesses:

IIENRY W. Dinnnmcni, CARL BonNcRAnnn. 

